US9862272B2 - Method for operating a longitudinal driver assistance system of a motor vehicle and motor vehicle - Google Patents

Method for operating a longitudinal driver assistance system of a motor vehicle and motor vehicle Download PDF

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US9862272B2
US9862272B2 US14/119,745 US201214119745A US9862272B2 US 9862272 B2 US9862272 B2 US 9862272B2 US 201214119745 A US201214119745 A US 201214119745A US 9862272 B2 US9862272 B2 US 9862272B2
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pulling
preceding vehicle
out probability
lane
vehicle
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US20140156164A1 (en
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Stefan Schuberth
Ralf Held
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Audi AG
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Audi AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B60W2550/302—
    • B60W2550/304—
    • B60W2550/306—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4041—Position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/803—Relative lateral speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/804—Relative longitudinal speed

Definitions

  • the invention relates to a method for operating a longitudinal driver assistance system of a motor vehicle, which controls the speed of the motor vehicle in a pure follow mode so that a distance to a preceding vehicle as the control object remains constant, and which controls in a free-driving mode to a desired speed, and a motor vehicle with such a driver assistance system.
  • Such longitudinal driver assistance systems are already known in the art. They control the operation of the motor vehicle at least partly automatically through automatic braking or acceleration interventions.
  • a simple longitudinal driver assistance system is the so-called cruise control system (CCS), also referred to as Tempomat.
  • CCS cruise control system
  • the driver can set a desired speed, which is then automatically maintained as closely as possible by the driver assistance system.
  • ACC systems Adaptive Cruise Control
  • the driver's desired speed is here not only regulated in a free-driving mode, but it is also monitored whether a preceding vehicle is present.
  • a time gap that can optionally also be adjusted by the driver, a change is made to a pure follow mode, wherein the speed of the vehicle is adjusted so that the distance to the preceding vehicle corresponds to the control distance.
  • the preceding vehicle in relation to which the speed is controlled, is also referred to as control object.
  • the control object may be determined, for example, with a so-called plausibility method. Objects driving in front of the motor vehicle are hereby determined and evaluated based on criteria. For example, it is known to calculate a vehicle path that corresponds to a most likely future trajectory of the motor vehicle, and to exclude from consideration all objects located outside the vehicle path, wherein the closest object in the direction of travel of the vehicle along the vehicle path is then frequently selected as a the control object.
  • the reverse process i.e.
  • the loss of the control object and thus the termination of the follow mode is often referred to as deplausibilization of the control object since its plausibility as a control object drops, for example, below a threshold value, or the object is no longer detected, for example due to a lane change or a measurement error.
  • the own acceleration is usually so late and so sluggish that the gap of the other vehicle, the former control object, has again become too small, so that the driver of this motor vehicle changes lanes again and the own vehicle, because the distance has become smaller, clearly keeps away by braking in order to create the control distance and thus requires more time to transition to acceleration after the next passing maneuver at the next gap.
  • This effect can repeat until there is a long gap, which is sufficient for passing the former control object even with the delayed acceleration. This does not correspond in any way to the driver's expectation because it is easier from his experience to recognize a vehicle as pulling out, whereupon he can accelerate significantly earlier, even when the preceding vehicle is still in the driver's lane.
  • This object is attained according to the invention with a method of the above-mentioned type by determining a pulling-out probability of the preceding vehicle as a function of sensor data from at least one environment sensor, wherein the control relative to the preceding vehicle and/or in free-driving mode is modified immediately after the completion of the follow mode depending on the pulling-out probability, or the control relative to the preceding vehicle is terminated.
  • the host (own) motor vehicle specifically the driver assistance system, hence performs an early control response to vehicles pulling out at close range.
  • the driver assistance system particularly the ACC system, determines a pulling-out probability for a preceding vehicle and, depending on this quantity, reacts to the vehicle that is actually still classified as a control object. This enhances the satisfaction for the user of the driver assistance system and allows a faster and more dynamic response to vehicles pulling out, with the technical measures depending on the behavior of the driver, which means that there is an expected reaction which in particular allows a passing maneuver when the preceding vehicle “makes room”.
  • inventive method is performed automatically in all embodiments, in particular by the controller of a driver assistance system, where it is realized with the appropriate software and/or electronic components.
  • the method of the invention relates to the case where the preceding vehicle is actually still a plausible control object in the follow mode, wherein several possibilities exist for a concrete reaction.
  • the follow mode is terminated immediately when the pulling-out probability exceeds a deplausibility threshold value.
  • a deplausibility threshold value may be in particular 70-95%, preferably 80%. It makes sense here to define a high probability, because a faulty conclusion of the follow mode, i.e. a faulty deplausibilization, can exert a very uncomfortable acceleration towards the preceding vehicle which would necessitate a driver intervention.
  • a control distance to the preceding vehicle may be decreased and/or a positive acceleration value may be added to an acceleration request determined by the driver assistance system in follow mode, when the pulling-out probability exceeds a preparation threshold value and when a speed of the preceding vehicle is lower than the desired speed.
  • a preparation threshold value which ultimately indicates when the additional pulling-out function of the present invention becomes active, may be for example 40-60%, preferably 50%.
  • the distance to the control object can be decreased or a value may be added to an acceleration or torque demand on the engine or braking system, wherein specifically the control distance may be reduced and/or the acceleration value may be selected as a function of the current distance to the preceding vehicle, and/or the pulling-out probability. Consequently, the reaction may be stronger for a high pulling-out probability than for a rather small pulling-out probability. In this case, the actual distance to the control object may also be considered since collisions must be safely prevented.
  • a faster change into an acceleration mode of the motor vehicle may be requested and/or the acceleration request may be increased.
  • the situation threshold value of, for example, 40-60%, preferably 50%
  • a faster change from brake to drive can be performed with this type of object deplausibilization and/or a higher acceleration can be requested than with another object deplausibilization, which may occur for example due to a fault, such as a sensor failure.
  • the knowledge is exploited that it is quite likely that the object was deplausibilized because it pulled out.
  • a higher acceleration may be requested by switching from a normally used “comfort measure”, i.e. a maximum acceleration chosen for sake of comfort, to higher accelerations.
  • the speed with which the acceleration changes may be changed i.e. steeper gradients may be selected, and the like.
  • a more dynamic reaction after deplausibilization is possible, based on the actually existing situation.
  • other criteria may be provided to actually enable such changes in response to a deplausibilization, for example, a criterion that relies on the length of a gap in a lane into which the vehicle that pulls out changes, and the like.
  • One or more algorithms that process sensor data may be used for actually determining the pulling-out probability, wherein different possibilities exist when using several different algorithms to determine a final pulling-out probability.
  • the different algorithms may each contribute to the pulling-out probability, with the total pulling-out probability ultimately resulting as a sum of these contributions.
  • different approaches for determining a pulling-out probability will be discussed, which can advantageously be realized in the method of the invention either alone or in combination.
  • a situation analysis may be performed for determining the pulling-out probability, in particular with respect to a passing maneuver by the preceding vehicle and/or a preceding vehicle travelling, without motivation, in the left lane for right hand traffic or in the right hand lane for left hand traffic. More particularly, situations can be detected, in which one approaches or already follows a preceding vehicle that either just passes another road user or travels, without motivation, in an outer lane, with no other road users travelling in front of the preceding vehicle.
  • lane data about the travel lane currently traveled by the motor vehicle and the total number of lanes of the road traveled and/or road user data, in particular a travel lane, and/or speed and/or position of other preceding road users may be advantageously determined for the situation analysis.
  • the data from radar sensors and/or from a camera may be used as environment sensors, whereby for example the same base can be used that was already used for a plausibility check of a control object, because in this context objects located and/or traveling in front of the vehicle is detected and classified.
  • a sensor in particular a radar sensor, is provided which can detect a further object in front of a detected object, for example the radar radiation which can propagate underneath the directly preceding vehicle and detect the preceding vehicle.
  • a radar sensor in particular a radar sensor
  • Today's radar sensors and evaluating vehicle systems are already able to accomplish this. Consequently, the knowledge of other road users as detected objects and their properties, i.e.
  • the road user data allows a situation analysis, which considers in particular the own lane and/or adjacent lane to the right for right hand traffic and the adjacent lane to the left for left hand traffic.
  • a situation analysis which considers in particular the own lane and/or adjacent lane to the right for right hand traffic and the adjacent lane to the left for left hand traffic.
  • it must at least be possible to determine another lane on the right side for right hand traffic or on the left side for left hand traffic, which is possible, for example, by a statement about one's own lane and the road, i.e. lane data; however, the fact that a detected object is currently passed or was passed, is also a clear indication of the existence of such a lane.
  • Such a situation analysis thus more particularly enables forward-looking control, because situations in which a control object is likely to pull out, can be identified intentionally and ahead of time, thus allowing an appropriate response.
  • the pulling-out probability may be increased and/or set to a higher fixed value when the situation analysis, in particular by considering a trajectory of the position of the preceding vehicle and at least one additional road user who was passed by another vehicle or has passed another vehicle, shows that the preceding vehicle has completed the passing maneuver and can merge into the right lane for right hand traffic or can merge into the left lane for left hand traffic, and/or when the situation analysis shows that the preceding vehicle travels in the lane of the motor vehicle in spite of an empty right lane for right hand traffic or an empty left lane for left hand traffic.
  • a defined pulling-out probability or a specific defined value by which the pulling-out probability is increased may then be provided, for example a value of 50%.
  • the pulling-out probability when a detected preceding vehicle travels in the lane of the vehicle in spite of an empty right lane for right hand traffic or an empty left lane for left hand traffic, the pulling-out probability may be increased or set to a higher value only for a specified period of time, in particular 2 to 4 seconds, preferably 3 seconds, and thereafter reduced, in particular via a ramp.
  • a specified period of time in particular 2 to 4 seconds, preferably 3 seconds
  • the pulling-out probability or the value can be kept constant for a defined time, for example 3 seconds, and thereafter reduced via a ramp.
  • a pulling-out probability and/or a value associated with a pulling-out probability may also be determined by determining the pulling-out probability by considering an overlap between the traveled lane and the preceding vehicle.
  • the preceding vehicle is completely in its own lane bounded by the lane markers, it can be assumed that the pulling-out probability is very low because of this feature. If the object migrates toward and traverses the lane marker, then a higher pulling-out probability can assumed. This is the basic idea for this approach, which may be implemented by determining the overlap from a comparison of the angle from a sensor that measures the object to the two rear outer edges of the preceding vehicle with the angle to lane markers, in particular in an image of a camera, located at the same distance where the distance between the edges was measured.
  • the overlap can then be calculated from the edge angle of the object and an angle from the relevant lane marker to the opposite edge of the object, which can be measured for example by a video camera.
  • the left or right edge of the object approaches the left or right lane marker.
  • This approach must be detectable to calculate a pulling-out probability.
  • a percentage overlap between the preceding vehicle, i.e. the control object, and the own lane can be calculated.
  • the angle from the left edge of the object to the right line through the difference angle is calculated from the two edge angles of the object.
  • an overlap determined in this way or otherwise may affect the pulling-out probability, wherein in an advantageous embodiment of the present invention, the mapping of the overlap on the pulling-out probability and/or an increase in the pulling-out probability is at least partially linear, wherein the pulling-out probability increases with decreasing overlap.
  • the pulling-out probability can therefore be assumed to be a linearly decreasing characteristic curve as a function of the overlap.
  • a transverse speed of the preceding vehicle may be measured, wherefrom a position, in particular a transverse position, of the preceding vehicle may be predicted after a predetermined period of time, preferably 2 to 4 seconds, and the pulling-out probability may be determined taking into account the predicted position.
  • the object can be placed farther to the outside through a prediction of the transverse speed in a suitable predetermined period of time, for example several seconds. It then becomes evident whether the preceding vehicle, i.e. the control object, moves so as to suggest a pulling-out maneuver.
  • the pulling-out probability may be determined by taking into consideration a plausibility value with respect to the predicted position, in particular for a plausibility value indicating a probability the value of one minus the plausibility value.
  • a new object plausibility for the predicted position can be calculated using the already calculated vehicle path, wherein the opposite of the plausibility for the predicted position can be assumed as the pulling-out probability.
  • the operating parameters of at least one other vehicle system may be adjusted with respect to faster acceleration of the motor vehicle at the conclusion of the follow mode. It is therefore also within the scope of the invention to perform additionally a preconditioning of various vehicle-related systems, for example the engine, an ESP system and the like, in order to enable a faster and more dynamic reaction when a vehicle pulls out.
  • the invention also relates to a motor vehicle, with a longitudinal driver assistance system and a controller configured to carry out the method of the invention. All embodiments with respect to the inventive method can likewise be applied to the motor vehicle according to the invention, so that the already described advantages can also be achieved with the motor vehicle.
  • FIG. 1 a schematic diagram of a motor vehicle according to the invention
  • FIG. 2 a flow diagram for implementing the method according to the invention
  • FIG. 3 a schematic diagram for determining an overlap
  • FIG. 4 the dependence of the pulling-out probability on the overlap
  • FIG. 5 a schematic diagram for determining a predicted position
  • FIG. 6 a schematic diagram of possible traffic situations to be analyzed
  • FIG. 7 a time-dependent profile of a pulling-out probability.
  • FIG. 1 shows a schematic diagram of a motor vehicle 1 according to the invention. It includes a longitudinal driver assistance system 2 , which is configured here as an ACC system and controls in a free-driving mode to a desired speed and controls in a pure follow mode to a preceding vehicle as the control object with a preset controlled distance or a selected controlled distance set by the driver.
  • the operation of the driver assistance system 2 is controlled by a control device 3 which is also configured to perform the method according to the invention.
  • the output of the inventive driver assistance system 2 is an acceleration request, which may of course also be negative so that the engine and the braking system of the motor vehicle 1 are controlled accordingly.
  • control device 3 is also configured to determine a pulling-out probability for a preceding vehicle based on sensor data from environment sensors.
  • a radar sensor 4 and a camera 5 are shown.
  • FIG. 2 shows a flow chart of an exemplary embodiment of the inventive method.
  • the sensor data from the sensors particularly of the radar sensors 4 and the camera 5 .
  • These are then used in parallel with an algorithm 7 that determines a contribution to the pulling-out probability.
  • each of the algorithms 7 determines a partial pulling-out probability, wherein the individual pulling-out probabilities are then combined by addition, at step 8 , to a total pulling-out probability.
  • other logic processes to link different partial pulling-out probabilities are possible.
  • the overlap of the control object with the current lane of the own vehicle 1 is taken into account for determining the pulling-out probability. It is first determined, in which lane the vehicle 1 is traveling and whether an adjacent lane exists into which the preceding vehicle could pull out, in right hand traffic into the right lane.
  • data from the camera 5 can be considered, but also data from a navigation system that is not illustrated in FIG. 1 and other environment data, e.g. that a motor vehicle is just being passed or has been passed.
  • the process for determining the overlap is illustrated in FIG. 3 , which shows the motor vehicle 1 with the radar sensor 4 in its own lane 10 . It has already been determined that an adjacent lane 11 exists.
  • the own lane 10 is delimited by lane markers 12 and 13 , which can be detected in the images captured by the camera 5 .
  • the preceding vehicle 14 can be detected by using a Lidar sensor or the camera 5 , in particular the two lateral rear edges 15 , 16 of the preceding vehicle 14 .
  • An angle 17 describes the position of the edge 15 with respect to the direction of travel 18 .
  • An angle 19 describes the position of the edge 16 with respect to the direction of travel 18 .
  • these two angles 17 , 19 are known, for example from data from the camera 5 or a Lidar sensor, their difference is a measure of the width of the vehicle 14 .
  • An additional angle 20 which represents the position of the right lane marker 13 can now be determined from the video data (sensor data) captured by the camera 5 .
  • the angle corresponding to the difference of the angles 17 and 20 can also be calculated directly from the image from the camera 5 and from the beam angles of a Lidar sensor,
  • the percentage of the overlap can be calculated by dividing the difference angle of the angle 17 of the left edge 15 and the angle 20 of the lane marker 13 by the difference angle of the two edge angles 17 and 19 .
  • FIG. 4 illustrates in more detail how the pulling-out probability is determined from the overlap.
  • the pulling-out probability is shown on an axis 21 as a function of the overlap on an axis 22 . It is evident that partial pulling-out probability is assumed to be a linearly decreasing characteristic curve 23 as a function of the overlap.
  • the pulling-out probability provided by this algorithm 7 is zero when the preceding motor vehicle is located completely inside the lane 10 , and then increases linearly to a maximum value.
  • the approach to the lane marker 13 i.e. ultimately the difference of the angles 19 and 20
  • the pulling-out probability can also be defined as assuming a value different from zero even when the vehicle 14 is still completely located inside the lane 10 .
  • Another algorithm 7 used in this embodiment is performed at a step 24 and involves an analysis of a determined transverse speed of the preceding vehicle 14 .
  • This will be illustrated in more detail in FIG. 5 .
  • a most likely trajectory in form of a vehicle path 25 is used which then forms a selection criterion for determining the control object.
  • a plausibility value describing a probability that the object is a control object is determined for the detected objects that are at least partially located within the vehicle path 25 .
  • This already existing functionality is now also being used to determine a pulling-out probability. It is evident in the example shown in FIG. 5 that the preceding vehicle 14 is still entirely within the vehicle path 25 . However, it has a measurable transverse speed that can be measured with the environment sensors, as indicated by the arrow 26 .
  • This determined lateral speed is now used to determine a predicted position 27 of the vehicle 14 , which the vehicle 14 will have assumed after a predetermined time, for example several seconds.
  • a plausibility value is then determined again for this predicted position 27 .
  • the difference of this plausibility value to 1 or 100% can now be viewed as a pulling-out probability, which enters in the present case only proportionally in the determination of the final pulling-out probability at step 8 .
  • a situation analysis is performed as a third algorithm 7 .
  • objects preceding the motor vehicle 1 are detected with the radar sensor 4 and/or the camera 5 —as was the case in the plausibility check of the control object—, and their trajectory and/or the current position is evaluated with respect to a pulling-out probability, which will be described in more detail with reference to FIG. 6 .
  • the motor vehicle 1 approaches the preceding vehicle 14 or is already in follow mode in relation to the vehicle 14 as a control object.
  • Neither the own motor vehicle nor the vehicle 14 are hereby located traffic in the far right lane 11 for right hand, and instead are in this example again in lane 10 .
  • Several situations may now be considered as an indication of the pulling-out probability of vehicle 14 .
  • the vehicle 14 may just have passed another road user 29 .
  • this passing maneuver can be tracked. For example, when another road user 30 travels ahead of the road user 29 , it cannot be assumed that the vehicle 14 will again pull in to the right after having passed the road user 29 . However, when instead of the road user 30 a gap is detected that is large enough for the vehicle 14 to “make room”, the situation analysis produces a pulling-out probability when the passing maneuver ends.
  • the pulling-out probability determined with the situation analysis includes a time-dependent expiration. This is shown in FIG. 7 plotted against time. As can be seen, the pulling-out probability is kept constant over a predetermined period of time 31 , here 3 seconds. Thereafter, the pulling-out probability is decreased via a ramp 32 . This prevents faulty reactions to notorious left-lane drivers and the like.
  • the partial pulling-out probabilities or individual pulling-out probabilities determined with the algorithms 7 are then combined into a final pulling-out probability at a step 8 and used to influence the operation of the driver assistance system 2 .
  • a deplausibility threshold value which in this embodiment is 80%. If this is the case, then the current control object is deplausibilized at a step 34 independent of the other plausibility, while at the same time the pulling-out probabilities are newly determined cyclically, arrow 35 . If the pulling-out probability is smaller than a deplausibility threshold value, it is checked at step 36 whether the pulling-out probability exceeds a preparation threshold value which in the present example is 50%. If this is not the case, the pulling-out probability is determined again in the next cycle from the start, see arrow 35 .
  • the follow mode is modified, in the present example by reducing a control distance to the preceding vehicle and by adding a positive acceleration value to an acceleration request calculated by the driver assistance system in the follow mode, wherein the reduction of the control distance and the acceleration value depend on of the current distance to the preceding vehicle and the pulling-out probability and are selected so as to always prevent a collision.
  • a passing maneuver which begins with the final pulling-out (and thus deplausibilization) of the preceding vehicle, can be readied and then carried out faster and more dynamically.
  • the pulling-out probability can also be used to adapt the control in free-driving mode, immediately after the deplausibilization of the previous control object, which is explained in more detail in the lower part of FIG. 2 .
  • step 39 When deplausibilization of the current control object occurs, either based on the check at step 33 or, as indicated by the arrow 38 , for other reasons, it is checked at step 39 whether the pulling-out probability exceeds a situation threshold value.
  • the control in free-driving mode is changed for a predetermined period of time at step 40 by requesting a faster change to an acceleration mode of the motor vehicle and increasing the acceleration request. This means that the gradients of the acceleration request can be made larger, and it can generally be accelerated faster so as to quickly complete a passing maneuver for the former control object.
  • step 41 the normal free-driving mode is assumed, step 41 .

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  • Engineering & Computer Science (AREA)
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  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
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US14/119,745 2011-05-25 2012-05-08 Method for operating a longitudinal driver assistance system of a motor vehicle and motor vehicle Active 2033-02-10 US9862272B2 (en)

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DE102011102437 2011-05-25
DE102011102437A DE102011102437A1 (de) 2011-05-25 2011-05-25 Verfahren zum Betrieb eines längsführenden Fahrerassistenzsystems eines Kraftfahrzeugs und Kraftfahrzeug
DE102011102437.2 2011-05-25
PCT/EP2012/001966 WO2012159708A1 (de) 2011-05-25 2012-05-08 Verfahren zum betrieb eines längsführenden fahrerassistenzsystems eines kraftfahrzeugs und kraftfahrzeug

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US10328937B2 (en) 2015-01-17 2019-06-25 Audi Ag Method for operating a motor vehicle using a longitudinal driver assistance system
US10538244B2 (en) * 2014-10-31 2020-01-21 Denso Corporation Driving assistance apparatus
US11008006B2 (en) * 2016-11-14 2021-05-18 Isuzu Motors Limited Driving assist system and driving assist method
US11305776B2 (en) 2017-05-15 2022-04-19 Continental Automotive Gmbh Method for operating a driver assistance apparatus of a motor vehicle, driver assistance apparatus and motor vehicle
US11590974B2 (en) 2016-08-10 2023-02-28 Audi Ag Method for assisting a driver in the driving of a motor vehicle

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US8509982B2 (en) 2010-10-05 2013-08-13 Google Inc. Zone driving
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